Michael D.Heath-Caldwell M.Arch.

1949

Diary – Rev Capt. C.H. Heath-Caldwell DSO. RN (Ret) aged 60. Diary starts 29^th Oct.

Violet Heath-Caldwell - aged 64

Pat Heath-Caldwell – aged 29 - overseas

Naval Diary – Sub Lt J.A. Heath-Caldwell NR. Aged 19

Sales Brochure – Sale of Linley Wood Hall. – 25^th Oct 1949

Diary of J.A. Heath-Caldwell

Friday 4^th February 1949

H.M.S. Illustrious – At 0800 the ship was warped out of No.10 dock into the Hamoaze via No.5 Basin after the caisson had been removed. The ship anchored in Plymouth Sound at 0930 when an aviation patrol lighter came alongside to fuel us. We were fuelled with oil fuel while still in dry dock by an oil tanker which came alongside the caisson in No.4 Basin.

The ship did not sail till 1930 because the Captain did not arrive onboard till then, having been attending a conference at the Admiralty all day.

At 2000 the ship was darkened as we had H.M.S. Contest in company and it would have been our last chance for about 3 weeks for another ship to inspect us after dark at sea.

[C.O. comment – Too short. You are overdue for a sketch. Your writing is very much improved. P.J. Morgan Lt Cmdr. 9.2.49]

Saturday 5^th February 1949

H.M.S. Illustrious – H.M.S. Implacable has completed most of the Deck Landing Training programme in the Moray Firth ahead of schedule. In consequence H.M.S. Illustrious will not have to complete the training programme.

As time is of no consequence it was decided to anchor on our way up to the Moray Firth and give leave to the ship’s company. At 0830 the ship anchored in Lamlash Bay and soon afterwards all the boats were landed; 2 motor boats, 2 motor pinnaces, 2 motor cutters and the 35ft fast motor boat. This was the first time the 2^nd motor boat had been lowered since being hoisted onboard after the ship came out of floating dock last year. All the boats were working correctly by 1200, circulating water defects having been cured in two boats. Some of the gear in the boats, which hadn’t been hoisted out for a long time, was missing or not in the boats, but that has since been put right. The 25ft fast motor boat was not lowered because it has no batteries, and it seems that it will not be lowered unless the manpower situation in the ship eases up and a crew can be allocated to man it. Even if this is the case it would still be worthwhile to get the boat in running order, in case other boats break down, and use it for boat practice. Kitchen rudder boats are a class of boat in themselves; a single screwed boat takes more skill to handle properly, and it would be a useful experience for coxswains of boats to have a little practice with the 25ft motor boat for that reason.

During Sunday afternoon a water bus service was run from ship to shore, boats leaving the ship and shore regularly at a little less than half hour intervals. Many of the ship’s company availed themselves of the service mainly to stretch their legs ashore. The weather was foggy and rather cold most of the day, though the sun broke through towards dusk.

Lamlash pier is made of wood and is not in very good repair. In fact there is a notice at one end which says anybody using the pier does so at their own risk. The Lamlash Estates, which used to own the pier, are not liable for any accidents which may happen to unwary promenaders.

Monday 7^th February 1949

H.M.S. Illustrious – The ship weighed anchor at 0730. It was intended, weather permitting, to carry out turning trials off Arran. This would have entailed the lowering of the seaboat with somebody in it to take ranges of the ship at certain intervals while the ship was turning. The wind put these trials out of the question, firstly, the wind would have had a large effect on the ships turning circle, and secondly it was rather rough to lower a boat in any case. Instead stopping trials were carried out to provide useful data for the information of the Captain and Navigator and for the Navigation Data Book.

Wednesday 9^th February 1949

H.M.S. Illustrious – The ship anchored of Cromarty at 1345. H.M.S. Implacable entered the Firth at 1600 and anchored about 4 cables to seaward from us while the hands were at evening quarters on the flight deck.

Invergordon is about 2 miles to the westward and the boat trip there, by slow motor boat (average speed 8 knots) takes from 25 to 35 minutes depending on the state of the tide. The tide ebbs and flows at about 3 ½ knots here where the Firth is narrowest. At Invergordon the tide is also very fast running because there again the Firth is narrower.

The pier at Nigg is very difficult to come alongside at ebb tide when there is a westerly wind. It is advisable to come alongside at the end of the pier, and stem the wind and tide, rather than to come alongside the landing stage on the East side of the pier. If it is necessary to do this the bows of a kitchen rudder boat should be brought in first. The bowman should then secure to the pier with his painter after which the stern can be brought in by going astern and putting the wheel to port, or towards the jetty.

Engineering on Passage.

During the passage up to Scotland I kept a one in three watch in the Boiler Rooms, Engine Rooms and Machinery Control Rooms. Our group split into pairs which stayed together in the various machinery compartments.

While we were in Devonport we learned the Engine Room Department’s routine in harbour and dry dock, but we did no watch-keeping.

On passage the ratings on watch in Boiler Rooms and Engine Rooms seem to have very little to do because no manoeuvring has to be done. The stokers on watch, apart from taking their hourly dial readings and thermometer temperatures, are employed in cleaning the brightwork and generally cleaning up the machinery compartments. When entering and leaving harbour, manoeuvring and when flying is in progress the Boiler Rooms and Engine Rooms are scenes of great activity. The E.R.A.’s and Chief Stokers watch their pressure readings carefully and are prepared for any emergencies. The stokers are kept busy opening and closing valves indicated by the E.R.A.’s (in E.R.’s), and the Chief Stoker (in the B.R.’s).

The M.C.R. has repeats of all the main pressure and temperature readings in both boiler and engine rooms. The Engineer Officers of the Watch keep an eye on these readings and can communicate with any machinery compartment by telephone or Machinery Compartments talk back if anything goes wrong. Because the M.C.R. is the centre of the E.R. Department it is also the standby or secondary D.C.H-Q.

There are two E.O.O.W.’s so that one can go on rounds during the watch to visit outlying compartments and to inspect running machinery locally. This is to ensure that the watchkeepers are doing their jobs properly and that all dial readings are within the safe limits.

The E.O.O.W. who remains at the controlling position co-ordinates the running of the boiler rooms and engine rooms. Thus if the bridge rings down for more revolutions the boiler rooms are ordered to increase oil fuel pressure on the sprayers or to increase the number of sprayers. These orders are transmitted either by telegraphs or by electric lights. While the Boiler Room is raising, or beginning to raise more steam, the Engine Room is ordered to open up the main cruising nozzles on the turbines.

The M.C.R. provides cocoa for all the engine rooms. This function seems to me to be very important because there is nothing like a large, hot cup of cocoa at 3.am for strengthening the constitution and keeping one awake and up to the mark.

Monday 14^th February 1949

H.M.S. Illustrious – At 0930 the hands went to General Quarters. This meant that every man in the ship closed up at his action station, no departments being excluded. This was done to ensure that every action station was filled, that everybody had an action station. While all the hands were closed up Damage Control parties had plenty of scope for carrying out exercises under realistic conditions. This was because nobody was below decks carrying out normal domestic duties, and consequently there were not streams of people opening hatches below all the time.

The first equipment to be tested on closing up to General Quarters was communications gear. Every position checked up on its sound powered phones, headsets, microphones etc and any defects were reported, and when possible defective equipment was replaced by new gear from the electrical department stores. Communications numbers established contact with their opposite numbers and learned who they were. Guns crews closed up with tichler tins and seaman’s knives, to oil communication locker clips in any spare moments that they had between drills, and to scrape off superfluous paint. This was most necessary because when the ship was painted at Devonport a lot of paint was slapped onto the moving parts of guns, onto screw threads and nuts and bolts and so on.

Each department and almost every operations room organised exercises for the ratings manning the positions in them. Thus in the B.P.R., where I closed up we first of all tested communications and checked that all the gear was working correctly, then we commenced a plotting exercise on the L.O.P. and G.O.P. in conjunction with the Radar Display Room. The A.D.R. did the same as us, and the Ops Room co-ordinated the efforts of both compartments. Damage Control parties, below decks patrolling in their various sections, carried out small exercises, realistic conditions being produced by the stopping of Turbo-Generators and the consequent failure of lights etc.

Everybody closed up to his action station with gas masks and these were donned locally to enable the hands to learn how to work in gas masks. The reason why this was only done locally was because in actual practice not every compartment would be affected at once by a gas attack. For instance the Flight Deck would never be dangerous because the fresh air would blow all poison gas away. On the other hand accidental poison gas below decks would be likely to linger locally in compartments. It would impair the fighting efficiency of the ship considerably if aircraft handling parties and A.I.G. crews had to wear gas masks on the flight deck and in the island first because there was some poison locally in the engine room.

As soon as the hands dispersed from G.O.’s special sea dutymen were closed up and the ship weighed anchor off Cromarty and proceeded to sea. As soon as we were far enough off the coast the ship turned into the wind, towards the West, and both Fireflies of the ship’s flight were flown off. These then flew around in the vicinity to enable the A.D.R. to carry out a plotting exercise.

It was important to get back into the Cromarty Firth and up to the Flagship buoy, 300yds off ‘A’ pontoon at Invergordon, to shackle onto the buoy before the tide was at full ebb. [C.O. comment – No, not as much] As it was there was about a 3 knot current when we shackled on. The first bridle was shackled on without mishap, the buoy being under the hawze pipe throughout the operation, but there was a delay in getting the second shackle on because the 2^nd buoy ring was fouled. Communications between the fo’c’sle and bridge were poor because the bridge did not receive enough of a running commentary about the position of the buoy, and consequently they did not know exactly what the position was at the buoy.

Boat trips from the Flagship buoy to ‘A’ pontoon at Invergordon take about 5 minutes. From ‘A’ pontoon to the recreation and playing fields is about 10 minutes walk. it was worthwhile, therefore, to organise many games of hockey and soccer ashore and Tuesday and Thursday afternoons were really recreation afternoons for teams.

There are not many forms of artificial recreation ashore, consequently everybody, to make the best of their stay here, should indulge in team sports or something like walking, running, bicycling or climbing. In fine weather Mt Ben Wyvis is well in striking distance of here provided the most intelligent use is made of the transport available, bus, train or bicycle.

The ratings in the Seaman’s Platoons of the Landing Party were lectured, briefed and drilled during the week. These men will land sometime next week for a route march with full equipment. The Landing party organisation is designed to cope with several emergencies ashore; for garrisoning a town; helping the police against rioter; assisting rescue parties ashore in catastrophes and so on. The landing party’s arms may range from Lanchester carbine and rifle to pick and shovel, depending on the circumstances. To bolster morale ashore the dress of the men should be smart and impressive, but for fighting, full arms would be carried and clothing would depend on the terrain and cover ashore.

[C.O. comment – signed Lt Cmdr P.J. Morgon 21.2.49]

Friday 18^th February 1949

H.M.S. Illustrious –

2^nd General Quarters.

The hands closed up at General Quarters during the forenoon. This time, from the lesson learned last Monday, communication numbers checked their lines a little quicker and so the general exercise started off sooner than usual. Nevertheless the actual exercise didn’t start as quickly as desired and a further improvement in testing communications will be required next time.

The A.D.R. and gun layers, trainers and aimers have had exercises during the week with aircraft from Lossiemouth. These stayed in the vicinity of the ship for about an hour, during two forenoons, and made dummy low level and dive bombing attacks. These exercises are most necessary for keeping close range weapons aimer’s eyes in. Sometimes the airmen (aimers?) are told to follow the edges of clouds with their sights. This practice may give them a little exercise, but not nearly so much as following in the real aircraft moving at three hundred and fifty miles per hour. Besides the fact of having aircraft attacking the ship makes the exercise more realistic and the men more interested.

Sunday 20^th February 1949

H.M.S. Illustrious – after church three of us landed at ‘A’ Pontoon with our bicycles. We had considerable misgivings about the success of our expedition to Bonar Bridge as soon as we landed because we could see the rain clouds coming towards us from the western end of the Cromarty Firth.

Between Invergordon and Alness we ran into sleet and rain, but this gradually ceased after we started gaining height, after turning right the other side of Alness. The mountains on our left gave us a great deal of shelter from the wind and most of the rain seemed to be falling in the Cromarty Firth as if the water was acting as a funnel for collecting rain clouds. The higher the road climbed the warmer we became, partly because the sun came out, and partly because the road was pretty steep. At 1200, when we reckoned we had reached the highest point of the road between Invergordon and Bonar Bridge, we sat down by the roadside and had our picnic lunch.

We reached Bonar Bridge at 1330 after one hours ride from our lunch place, which was downhill all the way. The actual village itself wasn’t very interesting but the Dornock Firth to the east and the river, running into it, to the west were well worth seeing. To the west as well, in the background we could see snow capped Ben Wyvis, and further away still Ben Beary.

We returned to Invergordon via Tain, taking the road which runs all the way all the south side of Dornoch Firth. The going was very easy because the road was flat and we had the wind behind us. We didn’t bother to hurry because we had plenty of time to reach Tain, and besides the scenery on our left, to Dornoch Firth and the country the other side was magnificent.

At Tain we had hoped to find a hotel which would provide us with an adequate tea. In this we were disappointed, I suppose because the hotels at Tain don’t have the Navy’s patronage every Sunday, and therefore don’t expect to have to provide reasonable meals on that day, especially in mid-winter. We therefore decided unanimously to press on relentlessly towards Invergordon, to finish up the day with a high tea there. We weren’t disappointed that time.

Monday 22^nd February 1949

H.M.S. Illustrious – During the forenoon 1,2,3 & 4 Seamen’s Landing Party platoons were ashore for a short route march, and some company drill on the games fields at Invergordon. Everybody who went ashore carried a rifle or revolver, a steel helmet and full webbing gear, but nothing, except a Burberry or oilskin, in his haversack.

The reason for having a route march was to make every member of the ship’s  landing party acquainted with his part in the organisation, and to teach everybody the various functions of a landing party.

The most important requirement of a landing organisation is to land the men, with their equipment, in the shortest possible time, and for the men to look smart when they do get ashore. This is because naval landing parties are required, nine times out of ten, to help the civil powers keep order ashore, and the importance of the traditional sailor’s uniform for inspiring confidence cannot be overestimated. Landing parties may also be called upon to give succour and aid ashore after disasters, after earthquakes for instance. Ships have often been the first outside authorities to render assistance to earthquake victims in coastal areas.

We were to have slipped from the flagship buoy at about 1500 today, at slack water. Unfortunately a gale blew up very quickly between lunch time and our time of departure, and the Firth became so rough that the blacksmith was unable to unshackle the cable. With the turn of the tide the ship still pointed towards the west, so special sea dutymen were fallen out, but cable watch was set. The ship could not have left the buoy while still pointing up the Firth because of the very limited room in which the ship would have to have been turned. The wind reached 65knots at times and the crests of waves were whipped into clouds of spray.

Tuesday 22^nd February 1949

H.M.S. Illustrious – Cable party was closed up at 0400 to wait for the moment when the wind should drop and enable the blacksmith to climb down to the buoy to unshackle. Just after 5am the wind did die down and the ship swung round to point to the Firth entrance and the ship subsequently slipped from the flagship buoy at 0558

The passage to Rothesay was uneventful though it was rough. When we rounded John O’Groats and turned to the Westwards into the Pentland Firth we ran into a heavy Atlantic swell from right ahead. Because of these conditions we had reduce speed from 20 knots to 8 knots. At 1800 when we rounded Cape Wrath the swell came from the starboard beam and made the ship roll considerably. I turned in before dinner in preparation for the middle watch.

I had the middle in the B.P.R. with 1^st Lieut Brownridge to get some experience of what goes on there. Unfortunately weather conditions for radar were good and we only detected one ship, nevertheless I saw what the general form was.

[C.O. comment – Too loose!]

Thursday 24^th February 1949

H.M.S. Illustrious – At 1430 the ship anchored off Rothesay, Isle of Bute. At buoys off the pier are the 2 submarine depot ships, H.M.S. Montclare and H.M.S. Mull of Kintyre, together with about 8 submarines, most of which are at sea during daylight hours. Last week the U.S.Submarine Dogfish, damaged during her Atlantic passage, came to Rothesay to have her conning tower repaired and also to carry out some A/S exercises with the 6^th Destroyer Flotilla.

Rothesay pier, about ten minutes boat trip from the ship, is a very awkward place for going alongside as there is very little water by the steps at the west end of the pier. The way to come alongside there is to put the bows in first, secure with the rope provided, and then bring the stern in by going astern with wheel to port.

The town itself has many evening entertainments for the ship’s company including three cinemas and a dance hall. I was sorry I didn’t have the time to get out of the town itself, for the country round there is well worth exploring, given a day with good visibility.

Trials of the Arran - Measured Mile

For the rest of the week, up to Sunday, it was the daily routine to weigh anchor so that the ship was off the measured mile by daylight. To do this it was necessary to weigh everyday at 0645.

A team of naval construction and engineers were onboard to obtain data from the trials. On the bridge a party of these men timed the ship’s runs along the measured mile to find out what revolutions were required for various speeds. To work out their calculations they found it necessary to know the ship’s trim to the nearest quarter of an inch. Down after a few more trials representatives took readings on an instrument to find out the vibration of various parts of the ship at various speeds. The Sal log was checked during the trials as was the Pitometer log.

On Sunday everybody thought that the trials would be completed in time for the ship to anchor at 1230. Unfortunately at 1200 we were asked to complete two more extra runs which caused much annoyance.

On Saturday we did not weigh anchor till 0800 owing to a delay on the cable deck. This was the result of a wrong order being given, namely when the cable holder veered, instead of heaving in, when the riding slip was still on. The result was that the cable between cable holder and slip came bar taut, the cable holder jammed and would not heave in, the cable became jammed round the cable holder itself and lastly, the cause of all the trouble, the riding slip could not be knocked off.

The first efforts to ease the cable between the cable holder failed even after the port cable had been broken. After that an attempt was made to heave in the cable by bringing the picking up rope to the centre line capstan, shackled onto the cable by a joggle shackle. This method was not used because too much strain came on the P.V. rope.

The problem was solved by breaking the starboard cable by the anchor swivel, and reversing the lead of the cable round the starboard cable holder, then joining starboard to port cable. To prevent the cable taking charge at any time and running down the naval pipes, two tommy bars were placed at the top of the pipes, through the cable. The cable was heaved in without incident and stowed in the sheet cable locker. During the forenoon the cable was heaved back round into its proper cable lockers, although the 2^nd to 9^th shackles were stowed the wrong way round so that now the 3^rd shackle of cable consists of two half shackles instead of the eighth.

Monday 28^th February 1949

H.M.S. Illustrious –

Passage to Invergordon.

The ship got under way at 0400 because an early start was desirable since it was intended to go via the inland route for the first part of the passage. Met. reports said that visibility would be good all day, but were quite incorrect. In fact we ran into patches of very poor visibility going up the Jura Sound and we very nearly had to turn back before we reached the Korrievreckan Passage (Corryvreckan). The radar, operating on short pulse was reliable in these channels because the cliffs gave very clear coastline pictures on the P.P.I. However when actually passing through the passage we couldn’t see what was on either beam because the ground wave extended across the breadth of the channel.

At 1130 we passed through the Corrievreckan Passage and passed from sheltered waters out into the open sea. Here we began to feel the effects of a 30 knot wind from the South West. Going head on into the seas the flight deck received clouds of spray all the time, this was of course because we were doing 20 knots in a fuel expenditure trial. We would have passed through the Sound of Mull had the weather been better, but as it was, the Captain decided that the dangers of the narrow navigable channel at the near end of the Sound were not worth risking in such circumstances. Instead we skirted the islands of Mull and Iona and passed through the Tiree passage.

Once north of the Minches and in the vicinity of Cape Wrath we again ran into very heavy seas and a gale force wind. Once way lifted the Captain’s motor boat off its chocks and let it down with its stern resting against the crane; another wave lifted the sea boat up in the same manner and it was holed when it came down again: the port lower boom was bust in three places by the force of the waves, the centre section being washed overboard; besides those bits of damage the D.L.C.O’s safety net torn down by a wave.

The radar did not give good results in these weather conditions with hail, sleet and snow storms. Most of the output of the aerials was reflected by these showers and by the choppy seas, making the spotting of small echoes very difficult, if not impossible at times. This may have been due to inexperienced R.P. ratings, but I don’t think that that was the case.

Tuesday 1^st March 1949

H.M.S. Illustrious – The ship took rather a long time to get her cable when we anchored off Cromarty at 1145. This was because we came in with the flood tide with us and a westerly wind against us. When we anchored we wanted the ship to swing round and stem the tide. Going astern tended to bring the ship’s stern up into the wind in the opposite direction in which we wanted to swing.

Before tea all the boats were lowered and hoisted again, after a circuit of the ship, to exercise both boats crews and the officer in charge of hoisting boats. The idea behind the exercise was to see how quickly the boats could be hoisted out and in and to find out the best methods of avoiding delays. The sea was very choppy off the starboard bow because there the swell coming towards the ship from the beam was in phase with the reflected swell off the ship’s side. On the port side there was a complete lee, with hardly a ripple, where the boats lay off before being hoisted. This practice held up operations a little because those at the crane were unable to see the boats to give them the signal to come alongside.

Wednesday 2^nd to Friday 4^th March 1949

H.M.S. Illustrious

D.L.T. Programme.

We weighed (anchor?) every day at about 0700 to be able to fly off aircraft as soon as the light permitted. The first two days, when we weighed off Cromarty, we were delayed by the ship taking such a long time to turn round towards the entrance to the firth. So on Thursday evening we anchored off Dornoch, both to get away quicker from the anchorage and to get to leeward as quickly as possible for operating aircraft.

On most days while we were at sea we ran into fleets of fishing vessels in the Moray Firth. They are presumably making the best of present calm seas.

[C.O. comment – signed Lieut-Cmdr P.J. Morgan RN. 14/3]

16^th March 1949

H.M.S. Illustrious

Italy and the Atlantic Pact

The discussions on the Atlantic Pact have put a severe strain on the Italian Republic. The Communists, of course, are bitterly opposed to Italy’s joining the pact and in this they are backed by Signor Nenni’s Socialists. These two parties between them obtained over 30% of the total votes at the general election and still constitute a formidable minority. Unfortunately Signor De Gasperi’s Government is not entirely united, being made up of the Democratic Socialists and Christian Democrat Parties, whose leaders hold varying views on the Atlantic Pact.

Signor de Gasperi might have postponed his reply to the invitation to join the Atlantic Pact countries in view of the opposition but he decided to go ahead right away and to consult the Italian Parliament. The Communists and Nenni Socialists, outmanoeuvred and out voted in the Chamber resorted to their usual blackmailing tactics outside by inciting riots and calling strikes. Luckily, however, the strikes and trouble were not whole-heartedly supported by the Italian proletariat who are no doubt gradually beginning to see through all the promises of the Communists.

The final decision will have to be left to the Italians themselves. The Western powers, meanwhile, must make it clear to the countries of Europe, and Italy in particular, that the Alliance is a purely defensive one. In London we may know that the Alliance is a defensive one, but we must not let the Communists have any grounds for exploiting the fear of the European peoples of a war incited by the Western World. The need is to make doubly plain the peaceful purposes of the Western Powers, as well as to build up and to proclaim their strength.

Akaba in the News Again.

Last week the Government of Transjordan asked for United Nations observers to be sent to Akaba and the Negev to watch Jewish troop movements. Since January British troops have been garrisoning Akaba and fears of a clash between Jewish forces and ours have quietly being dying down. Last week’s Israeli troop movements, however, again raised the alarm in Transjordan (See Jas. Journal)

Both Palestine and Transjordan have direct access to the head of the Gulf of Akaba without violating each others frontiers, and the coastal strip they divide between them provides the only direct communication which either possesses with the Red Sea. Both Israel and Egypt admit that the Port of Akaba stands in Transjordan territory. Saudi Arabia, on the other hand, does not recognise Transjordan’s title. King Abdul Aziz Ibn Saud had neither withdrawn nor enforced his own claim to Akaba.

In Israel great value is attached to the narrow strip of coast near Akaba where the Negev touches the sea. At present it is only occupied by a few fishermen’s huts, but it has great possibilities as an outlet for Israel to the Red Sea once Israel has made good her claim to the Negev.

The ostentatious activities of Israeli troops near Akaba may be explained by the fact that Israel is getting impatient about the Israelo-Transjordan peace talks. She may now think that her position is unassailable, and the though illegal, her movements in the Negev may produce the desired result.

H.M.S. Vengeance Returns from the Arctic.

A large volume of scientific and other valuable data was secured by the warships which, headed by the Vengeance, spend a month on experimental exercises in Arctic waters.

One of the purposes of the cruise was to test the reactions of men and equipment to Arctic conditions. The cruise yielded many valuable lessons, and inspite of the raging blizzards which upset plans for the flying trials it was considered that the cruise was 95% satisfactory. The cruise was rather spoilt because the Arctic conditions prevailing were much warmer than for many years in this season.

Nothing was done that aircraft carriers did not do during the war in the defence of convoys to Russia, but during the war everybody was too busy to make records. Vampire aircraft, (actually only one, because only one Vampire pilot went on the cruise) were successfully flown from the flight deck. The trials showed that there is no reason why jet aircraft should not be flown under arctic conditions, though of course heavy seas and poor visibility make the operation of aircraft, jet or otherwise, impracticable the world over.

Burma

Since Burma gained her independence it has become increasingly clear that her government was not fitted for the task, nor the population of Burma sufficiently united. The population of Burma consists of the valley dwellers, the Burmans, and various tribes of hillsmen, the Karens, Kachins and Chins.

During the war, and indeed many times before the last war, the Karens were loyal supporters of the British troops and British administration. After the war they petitioned the British authorities to allow them to remain in the British Empire, or associated with the Empire, and separate from the Republic of Burma. No notice was taken of this appeal, and after the war a considerable part of the Burmese Army was made up of Karen battalions, the hillsmen being the fighters of Burma, rather than the merchants. Several months ago 2 battalions of Karens and Kachins mutineed, and from their bases in the hills they, with their fellow tribesmen, started a war with the Burmese Government. Unfortunately the Karen fighters have become associated with the White Band P.V.O.’s, the Burmese communists. This has blighted their cause in the eyes of the world, which today is always too ready to lay all blame at the Communist’s door.

The position in Burma today is that the Government controls only a small area round Rangoon, for all communications have been disrupted by the insurgents. Mandalay has fallen and Karens or Communists are daily reported to be making raids on the outskirts of Rangoon even.

The result of the catastrophic state of affairs is that the valuable Burmese rice crop is not being exported to the hungry countries of the Far East. The danger lies in the fact that Communism appears to thrive on disorganisation and empty stomachs, for which the Communists always blame the Capitalist bourgeois reactionaries of the West.

The Navy Estimates Debated in the House.

The menace of the submarine in any future war was the central point of interest in the debate in the Nave Estimates in the House of Commons. Mr Dugdale, Parliamentary Secretary to the Admiralty, talked about the new submarines, fitted with ‘snort,’ which could stay underwater for weeks at a time and would be capable of higher speeds than the old submarines which spent most of their time on the surface.

Mr Dugdale asked the House to suppose that the underwater speed of submarines could be increased from 8 knots to 15 to 20 knots. This opened up the possibility of undersea as well as surface battles. At the moment our scientists were working on these problems, but no details could be given because the work was highly secret. There was no reason to suppose that other nations were not experimenting on the same lines and having equally successful results.

As frigates were the submarine’s greatest enemy we were concentrating on the production of faster vessels of the type. Two destroyers were actually being converted, and if the conversion proved successful, a bigger conversion programme would be carried out later.

For defence against air attack on convoys and for air attack against enemy shore bases strongly supported carrier forces were thought to be the answer. Talking about the atom bomb Mr Dugdale said that the danger lay in the threat of attack to our dockyards and show establishments, but not to the ships at sea. Nevertheless the use of atomic bombs and weapons really depends upon the number of bombs available for use by any one side in the next war – and the write, like the vast majority, hasn’t any idea of the cost of manufacture or whether the cost of manufacture will go down as more experience is gained by our constructive scientific geniuses.

The opposition expressed the view that aircraft should be used in the furture to a greater extent than before for anti-submarine warfare. The reason for this was because our 23 knot frigates would be too slow to combat the 20 knot underwater submarines. Mr Alexander said that it was better to prepare fast anti-submarine vessel prototypes now and to experiment rather than to commit the Navy to a large escort vessel building programme now which might not give the best results if we were to go to war with Russia. Better to experiment now and to build fast and furious when the worst comes to the worst.

[C.O. comment – signed Lieut. Cmdr. P.J. Morgon.]

Monday 6^th March 1949

H.M.S. Illustrious

Weekend at Anchor of Cromarty.

2 other midshipmen and myself decided to take advantage of fine weather over the weekend, so we decided to make an expedition on bicycle to Inverness.

At 1045 on Sunday we landed at Cromarty from the Motor Cutter and from there we set off up the 3 mile gradually sloping road to Fort Rose.

We made very good way till 1155, when, coming down the steep road into For Rose, the leading cyclist ran into the bridge towards the bottom, damaging his face and buckling his bicycle. After wandering about for about an hour with a gory face companion in search of medical help, we at last landed up at the local district nurse’s house. There, while the casualty was patched up within, the two of us patched up and straightened out the damaged machine.

We nearly decided to return to Invergordon, by the shortest route after that affair, however we decided it would have been a pity to have done that as we had gone so far. Instead we decided not to make for Inverness but to return to Invergordon via Conor Bridge and Dingwall.

At Conor Bridge we stopped for refreshment at the Conor Bridge Hotel. There we were provided with an excellent meal with very little delay by a very obliging waitress. After tea we continued on towards Invergordon making good way along the road by the Cromarty Firth with the wind behind us.

Tuesday 7^th March 1949

H.M.S. Illustrious – This was the last day of the D.L.T. and D.L.CO. programme which passed without anything worse than one Firefly folding up its undercarriage on landing.

During the last few days the ship has not been pointing seawards on weighing. This, coupled with a westerly wind, had caused the ship some delay each morning before getting to sea to begin flying because of the time it has taken to turn. The time factor here may be a little exaggerated because I was always on the cable deck with the cable party all the time.

Wednesday 9^th – Saturday 12^th March 1949

H.M.S. Illustrious – We were on passage to Portsmouth. The weather was beautiful every day, so clear was visibility on two days that we were able to fall out from the bridge plotting room.

The hands went to P.T. on the flight deck instead of quarters twice and, I think, as usual they enjoyed the exercises as well as benefited from them. I did anyway.

Early on Saturday morning we anchored at Spithead. An oiler came alongside and we were refuelled and some of the pilots in the Carrier Trials Unit joined the ship for the forthcoming D.L. practices.

Monday 14^th March 1949

H.M.S. Illustrious – The ship weighed at 1100 and left the Solent by Nab Tower on passage for Weymouth Bay and for some flying on the way. Had a Sea Fury and Hornet been serviceable that day we should have carried out some D.L.P.’s with them as intended, instead two Fireflies were landed on and used instead.

At about 1400 we were nearly in collision with a United States liberty ship. This vessel was approaching on a steady bearing on the port bow, and instead of altering to starboard it altered to port. We went half astern together, and the other ship passed about a cable ahead of us. The flag deck tried to call her up by flashing after this affair but could get no intelligible reply. The incident was reported to the Admiralty.

Tuesday 15^th March 1949

H.M.S. Illustrious – The D.L.P. programme was continued today with an Avenger and Sea Fury, and towards the end of the afternoon with a Sea Hornet.

In between flying we carried out a shoot with the forward group of 4.5” guns. This was to give the gun’s crews a little practice before the gun trials and to make certain that there were no mechanical defects in the gun mountings when the gun trials come off.

In the afternoon the wind dropped and the Sea Hornet D.L.P.’s had to be stopped. Having the afternoon spare a shoot was carried out by the Close Range anti-aircraft armament at a splash target towed by H.M.S. Roebuck.

Aiming was reasonable when the guns were fired individually, but when all the armament on the starboard side opened fire together, some tracers fell very close to H.M.S. Roebuck’s stern. After the shoot safety training officers on the guns were reorganised.

During the day we went so far to the west that it was decided to anchor the ship in West Bay, instead of Weymouth Bay, weather conditions being stable.

Thursday 17^th and Friday 18^th March 1949

H.M.S. Illustrious – On these days we continued the gun firing trials off Portland, firing all the 4.5” guns and the C.R. armament. The port side C.R. weapons did a spectacular shoot at the aircraft’s drogue which was shot down twice.

At 1330 we entered Portland Harbour and secured to a buoy. This went off without a hitch, weather conditions being ideal.

An aviation fuel lighter came alongside when we were secured and refuelled us for the second time since the leave period.

Tuesday 22^nd March 1949

H.M.S. Illustrious – After spending the night at sea, having finished the 4.5” firing trials and the C.R.AA. firings the previous day, we entered Plymouth Sound and secured to ‘C’ buoy.

The buoy came onto the port bow during the operation, but came round to the starboard side after we had hove in on the P.V. rope. This happened because the ship swung a little too far to starboard when practically stopped when coming up to the buoy. To start with the buoy was a little too far away from the bows with the result that, when the motor cutter went off to the buoy at full speed, a few yards away from it the boat lost steerage way and the P.V. rope took charge. This happened twice but the third attempt, when the ship had come closer to the buoy, the wire was slipped on successfully.

Wednesday 23^rd March 1949

H.M.S. Illustrious – The C-in-C, Admiral Burnett, was to have inspected the ship today. Unfortunately he was unable to come because he was away attending the funeral of Admiral of the Fleet, Sir James Somerville. Vice Admiral Nicholson, the Admiral Superintendent, inspected the ship in the absence of the C-in-C.

The ship was remarkably clean for the visit inspite of the fact that the ship has been at sea for the last month. The inspection did, of course, give the men something definite to work for, which was a good incentive for work.

Sunday 27^th – April Fool’s Day 1949

H.M.S. Illustrious

D.L.T. and D.L.CO. Training Programme - Moray Firth.

(Deck Landing Training & Deck Landing Commanding Officer)

On Sunday we weighed anchor at 0830 and flying started as soon as Church was over. This was done to take advantage of the fine weather while it lasted because every hour saved was an hour nearer the Easter Leave period. In all we completed 169 landings during the day, having only small delays caused by burnt tyres etc.

In the evening we anchored in the Dornoch Firth, to be in a better position to begin the flying the next day. The disadvantage of starting off each morning from Cromarty is that very often the ship does not point seawards, which, as I have explained before, causes some delay and moreover the ship has always to go some distance before flying off aircraft on the lee side of the Moray Firth.

Monday 28^th March 1949

H.M.S. Illustrious – Today we had just the right weather for flying with a fresh wind from the east. Because of this we never had to turn round and make some distance to leeward to recommence flying. By 1730 we broke the ships previous record of 253 landings completed in one day by doing 275. Today all the landings were done by expert pilots for D.L.C.O. training, all of them experts who appear to fly round the circuit and land on just as though they were simply taxying around the perimeter track.

The Americans teach their D.L.C.O.’s by making them work with pilots doing deck landing training. This means that American pilots in this case always obey the D.L.C.O. who consequently has some effect on the landing of the aircraft. The instructor has to watch the D.L.C.O. as well as the aircraft and has to try to foresee any mistakes made by either the pilot or the D.L.C.O.

When Bristol D.L.C.O.’s are learning to ‘bat’ down the aircraft piloted by experts, the pilots seldom take any notice of them, preferring to trust to their own judgment, formed by experience, rather than the directions of the D.L.C.O.  It does, therefore, seem to be rather a waste of time spending days and days of flying time up in Scotland doing D.L.C.O. training when we could be doing more D.L.T’s and D.L.C.O. training at the same time on the American system.

Tuesday – On Tuesday visibility started closing down and the wind dropped.

We stopped flying for the day after on Firefly crashed over the side. When coming in to land it lost its undercarriage on the round down, and floated over the port side, cutting the topping lift of the crane as it passed. The pilot managed to get clear in the water and was picked up soon afterwards by the attendant destroyer, H.M.S. Contest. We sent the seaboat over to the destroyer with a surgeon lieutenant and an A.B.A. with medical appliances soon after, but luckily the doctor’s services were no required. The pilot, although suffering from severe shock and bruises was otherwise whole.

From the point of view of those on the bridge there was nothing to be done after the crash, the aircraft was in the water in any case, long before anything could have been done.

(there was a photo album showing all these crashes etc on deck, but it dissapeared. Ed)

Wednesday – We remained at anchor all day, a thick fog preventing us from doing any flying.

Thursday - The Captain decided to go north during the day in the expectation of finding better visibility.

By midday the captain’s expectations were fulfilled and the visibility and wind were satisfactory for the operation of aircraft. The furthest position north which we reached was 60ºN 00ºW when we finished the day’s flying. In all we completed 140 landings which finally broke the back of the D.L.C.O. programme.

Western Gazette
Friday 1st April 1949

Dearth of Women Leaders.

A dearth of women leaders is reported in the 33 clubs affiliated or associated to the Dorset Association of Mixed Clubs and Girls' Clubs - 22 in villages, five in market towns, and six in Poole and Weymouth. The clubs now have a membership of 600 girls and 700 boys - "a change from 1947, when there were more girls than boys." The big difference is noteable in the 16-21 age group. The ideal for a mixed youth club is both a man and a woman leader;but in 27 mixed clubs only 11 have both a man and a woman leaders; five have women leaders only, and 11 have men leaders only. Financially, the clubs "seem to be in good shape."

Lady Hardinge of Penshurst is president; Lady Digby, vice-president of the Association;Mrs Venables-Kyrke(Upwey) is chairman; Captain C. Heath-Caldwell (Cattistock), hon. treasurer; and Miss E.H.M. Foster (Cattistock), hon. secretary; whilst the Organisation Secretary is Miss Dora M.L. Bent, Lilliput, Parkstone, and Assistant Organiser, Miss M. Crump, Weymouth.

Diary of Sub.Lt. J.A. Heath-Caldwell R.N. continues.

Friday – All the programme was finished by 1015 and all serviceable aircraft took off at 1115 to take their departure for Lossimouth.

[Saturday crossed out], Friday – Operation Bannockburn – The Scotsmen go on Leave

The ship came to anchor off Cromarty at 1240 and immediately the 2 motor cutters, 2 pinnaces and the 1^st slow motor boat were hoisted out.

All the advanced leave officers and ratings, and the officers onboard for the flying course, were massed in the drifter lobbies and at the port after gangway.  Before the ship had swung round to the anchor I had left the gangway with a load of officers and petty officers. At the pontoon at Invergordon we unloaded and set off straight back to the ship, preparing the slings for hoisting on passage. All the boats had the crews in the stern sheets to make the best possible speed on the way back.

Luckily the boats reached the ship in the right order for being hoisted, with the right intervals between boats so no boats had to wait. The ship left Cromarty with both pinnaces still on the crane purchase and the whole operation was completed by 1355.

Sunday 3^rd April 1949

H.M.S. Illustrious – Cable Party was closed up at 1530 to prepare for coming to a buoy. We passed the breakwater and entered Plymouth Sound at 1600 with a 25-40 knot gale behind us. We started to turn to starboard as soon as we were past the breakwater to come up to the buoy, but by the time we were level with the signal tower on the breakwater we had only turned through 90º. Previously it had been decided to drop the port anchor and to let the ship swing round towards the buoy. This was done when we were just clear of the 6 fathom line. The anchor was veered to 3 shackles and as much strain was put on the cable as was safe, the cable being out a long stay at times, growing round the bow to 60º.

Once round into the wind the ship was brought safely up to the buoy and the picking up rope was put on, through with some initial delay because the buoy was pitching and tossing quite considerably in the water, which was by no means calm. When the boat’s painter was secured to the buoy the rope got caught up in the buoy ring so that the end could not be brought inboard into the boat. This came off suddenly , before the jumpers had finished, stranding them for a few minutes. The boat was kept under the starboard side of the fac’s’le for some considerable time, which was very trying for the Midshipmen of the Boat, with the pitching up rope in it, before being sent to the buoy. In this condition the boat was very difficult to steer.

[C.O.  – signed Lieut-Cmdr P.J. Morgon RN – 6.4.49]

Daily Orders for Wednesday 13^th April 1949

DLC Lt.                      Cdr. Schonfelt.

AIR COD                   Mr Stephens

OOD                           Lt Keep

OOW 1.                      Lt. Lea

OOW 2.                      Lt. Brounger

DBO.                          Mr Bordiss

ELECT. OOD.            S/Lt. Grimmond

ENG. OOD.                Lt. (E) Bruce Walker

SUPPLY OFFICER   Lt. (S) Pachon

SPIRIT OFFICER      Mr.Hocking

P.O. OF DAY                         P.O. Pidgen

SMN. & DISC            P.O. Searles

DUTY G.IS.               LS Brice & Stitt

DUTY AIR P.O.        P.O. Tullett

DUTY R.P.O.                         L/PAT Vaux.

DUTY STORES RTG. S.A. Scott

DUTY E.A.                E.A.Wilkinson

DUTY ELECT.          EL. Hutchison

DUTY L/HAND.       L.S. Igoe

DUTY ISL. RTG.       A.B. Nicholson

Duty & Part. 2^nd. Star.

Dress. No. 8’s Dutymen No.3’s

Leave. To the 1^st. Star. From 1630 to 0715 C. & P.Os. 0745

Men under age 2330. Junior N.A.Ts. 2230

Sunrise 0629. Sunset 2006. HW 0645 & 1904. LW. 0047 & 1303

Saily Dockyard Routine

0755. Victualling Store Party. N.S. Party. Wardroom Painting Party

0800. (Approx) Victualling Lighter expected.

(1030 Wardroom Store Party fall in)

Special Parties.

Victualling Store Party: 1 P.O. plus L/Sea Armstrong plus 14 N.A.T.S.

Extra Victualling Party 5 Seamen plus 5 F.D.D. ( to fall in when piped)

N.S, Party. P.O. Tracey plus 9 N.A.T.S.

Wardroom Painting Party. As for yesterday.

Wardroom Store Party. (to be detailed at 0755.)

Transport.

1330. Car alongside to take C.B.’s to Port Library and return.

0931. Light transport to take Surgical Chest to R.N.H.

Notes

MAIL ARRANGEMENTS. For Easter Weekend:-

COLLECTION ON BOARD at 0700 at Saturday 16^th, and 0700 on Monday 18^th ONLY DELIVERIES ON BOARD on Saturday forenoon and Monday forenoon ONLY.       The Mail office will be closed from 1200 on Saturday until 0630 on Monday.

2- GRAND DANCE.

Morice Town Regatta & Gala Grand Dance 1930-2300 TONIGHT, WEDNESDAY, at the Embassy Ballroom, Milehouse, Plymouth. Tickets, at door 2/-.

3- ALL RATINGS in messes 1 – 40 who are proceeding on 2^nd Leave are to hand in their paybooks to the Police Office by 0930 TODAY, WEDNESDAY.

Signed D.J. Dampier(?) Lt. RN

H.M.S. Loch Tralaig At Londonderry.

Having left H.M.S. Illustrious at Devonport after passing my seamanship board I then went to the Royal Naval College, Greenwich for two terms, Summer and Autumn Terms of 1949.

Sub Lieutenants used to learn how to Navigate, and used to brush up on their general education at Greenwich, and at the end of the course those examinations used to be held. Life for the Sub-Lieutenants used to be more gay, I should imagine, because, comparatively, they pay used to go further than ours doe today. However in the past the authorities who organise the course at the college did have definite ideas on what the course was to teach.

At the present time nobody really knows what a Sub-Lieutenant is meant to get out of the course. The Scientists on the staff wanted to teach us all about atomic physics, how the insides of atoms are thought to work and so on, which they said would be very useful to us later on. To start with all these things were high above our heads because we had not done enough advanced physics, calculus or electricity – the great majority of us that is – so we could not understand it. Our argument was that the facts we wanted to learn were the capabilities of the weapons developed by the physicists, not how they worked. We maintained that the day would never arrive when we should be in charge of men assembling bombs on the deck, as we have to fuze shells and bombs today.

The department which was responsible for teaching us about explosives and fuels etc was not quite so foolish as the Physics department. We were told a great deal about the manufacture of explosives, the manufacture of steel, of rubber, of explosives and so on. The lectures were not very interesting because we did not do experiments ourselves, and we never visited any works while we were at Greenwich to make us more interested in the subjects taught.

The instruction given to us by the mechanics instructors was not too bad, and I thought it might be useful, nevertheless, I did not learn a great deal because the course was so rushed. There wasn’t a big gap between what we learned at Greenwich and what we learned at Dartmouth. Unfortunately the men who taught us were more inclined to shove formulae over to us than to get us to learn about things from first principles. I must admit that I payed as little attention as was possible to this subject because I found it very difficult to concentrate. There were other attractions and distractions in London besides mechanics, physics and mathematics.

While our terms were at Greenwich the Humanities departments held the upper hand. We had plenty of time to learn about any subjects under the sun in which we were interested. The lectures we were given were in general most interesting, especially those by outside lecturers who gave us their views about foreign affairs etc quite candidly. In one or two lectures about other countries and other people’s points of view it was very refreshing to hear somebody speak the truth. This applied particularly to an old man, who for many years was one of our diplomatic representatives in China, who gave us the Chinese view without any regard for what is usually said. In I fact I begin to realise now that what Midshipman Mizra, Indian Navy, use to say, was probably exactly what he thought, and was no exaggeration, and indeed he was never complimentary when re referred to us or our administration in India. Doubtless Mizra was biased and he probably had an inferiority complex , though he outdid us all in his knowledge on paper and theoretical, of seamanship, regulations, the writing of English etc. He was also a B.Sce.

Besides history, and set subjects we had time to pursue what we wanted to pursue (not women during duty hours). I tried to learn something about Economics and read a great many books on the subject, nevertheless I don’t know whether I have a much better idea of the problems or their solutions even after reading what I did. Possibly I saw many more problems, but certainly the solutions looked more complicated at the end than at the beginning. Besides economics I tried to learn a little about China (porcelain) during the second term at Greenwich, with a view to learning something about Grandma’s china and ours at home before it all has to be sold to pay family debts or death duties.

The last part of our course which was the Junior Officers War Course was extremely well put over. We all learned a great deal about correspondence, what paper work war entail etc, but still I’m not looking forward to having to run an office myself one day.

My overall criticism of the course was that the staff are trying to instil too much information into us regardless of whether we were prepared to take it or not. Generally we were not prepared to take it so it was a waste of time from both the staff’s and our point of view. If they want us to learn more about the sciences to help us in our courses, they will have to tell us somehow what sort of things we shall have to know for our courses, because as it was a lot of stuff didn’t seem applicable at all. If we are to learn about the sciences oat a college near London city where there are great distractions, they will have to give Sub-Lieutenants incentives, in the way of competitive exams or something like that, though nobody likes the idea.

H.M.S. Loch Tralaig. At Londonderry.

Data

Turning – Frigates turn much more quickly than destroyers. 12 ½º of wheel = 15º of wheel in Crispin during equal speed manoeuvres. Turning circle of 7 cables (28/10/48 during full power trials) with 5º of helm for half turn and 10º for remainder.

Dimensions –

Length Overall                                                307ft 4 ¼ “

Between Perpendiculars                                 286ft

Breadth Extreme                                             38ft 7 ½

Height of Mast from Datum to top of H/F D/F Aerial 97ft

Height of Yard Arm from Datum                  65ft

Height of Funnel from Datum                                    39 ½ ft

Height of Pelorus from Datum                       38 ft

Distance Compass Platform to Bullring         108ft

Distance Compass Platform to Stern              200 ft

Draught (Mar)

Forward                                                          9ft 9”

Aft                                                                  14ft 3”

Masthead Light to Stern Light                       57ft

Aids to Navigation

Loran

Radar. Type 277 P

Armament.

Single 4” – no director – fighting range 4,000. Max range about 12,000

Pom-Pom – 4 barrels. (aft) (sof?) destroying range  3,000, max range 9,000. r.p.m. 90

Oelikors(?)- 2 (wings of bridge) open fire 1,500, max off range 1,000

(N.B. Twin 4”, bofors & S.T.D. to be fitted A+A)

Squid: Effective for slow submarines, in good ops conditions. Rounds carried 150 – enough for 25 attacks.

D.C. 15. Enough for 3 patts of 5 – for counter attacks.

Equipment Fitted for Finding Submarines.

1. Communication with aircraft on A/S air patrol wave.
2. H/F D/F for D/Fing subs, making enemy reports.
3. Radar, for picking up periscopes, snorts ( 2 & 4 miles in good conditions)
4. Radar for tracking aircraft indicating position of subs.
5. I.F.F. –for obtaining bearing of aircraft.
6. Adics – 147b & Q  & 144 (Main Oscillator, Frequency C, & Q osc & Sword for depth)

Ranges up to 4000x in good conditions using stop watch for range – mex. Transmission interval 2,800 yds.

8 12 1949

Diner

Potage Queues de Boeuf

Dindon Roti

Jambon

Pates d’aimince aux Crème

Pouding de Noel

Mousse au Fromage

Café

Port Warre 1934

Card

Programme

Piece                            Name                                       Composer

March                          Through Night to Light          Laukien

Selection                     Show Boat                              Kern

Waltz                           Tesoro Mio                              Becucci

Suite                            Three Irish Pictures                 Ansell

Miscellaneous              El Relicario                             Padilla

Selection                     Bless the Bridge                      Ellis

Extra:- Annie              Get Your Gun                         Berlin

5/10/50                        Bandmaster A.J.Miller

On reverse –

After the mess dinner we decided we should do something to rouse the Island. Wells was discovered on top of Fisher Hall, by the O.O.D. while he was prospecting for a way to climb up onto the weather cock. Luckily he had not subdued(?) in any way. Unfortunately there after the O.O.D. patrolled the Island in his car with a searchlight on his roof, shining it on all the roof of the different parts of the island as he went by.

Later on Wells and I lay in the middle of the playing fields waiting for an opportunity, which did not materialise, for breaking through the sentry cordon on Fisher Hall for an attempt to scale the weather cock and plant a shell dropping forth out of the weather cock’s gun coms. We annoyed people by careening round the island on our own transport in the wake of the O.O.D.

Diary of J.A. Heath-Caldwell for 1949 ends here

Lt.J.A.Heath-Caldwell on top of Skurr Nan Gillean, Isle of Skye during Sub's Course. 1949

Sales Brochure for Linley Wood Hall, Staffordshire.

Staffordshire and Cheshire Borders

Linley Wood Estate

For Sale by Auction.

25^th October 1949

Venders’ Solicitors-

Messrs Knight & Sons, Ironmarket,

Newcastle-under-Lyme, Staffs

Joint Auctioneers-

Louis Taylor & Sons, F.A.I.

Hanley

Stoke-on-Trent

Congleton

Henry Manley & Sons, Ltd

Crewe

Nantwich

Market Drayton

Whitchurch

By order of the Personal Representatives of the late Major-General F.C. Heath-Caldwell, C.B.

Staffordshire – Cheshire Borders

Between Alsager and the Potteries

Particulars, Plans and Conditions of Sale of important freehold

Agricultural and Residential Property

Know as

The Linley Wood Estate

Comprising

The Mansion House with Grounds, Two excellent farms – Oak Farm, 182 acres; Home Farm, 83 Acres. Swallowmoor Wood of 20 Acres, Accommodation land, including part of the Alsager Golf Course, Cottages. Part of Bunker’s Hill. Allotment Garden. In all approximately 362 Acres.

With possession of the Mansion House, Woodlands and Allotment Garden, the remainder as Let and Producing an approximate Rental of £566 18s 0d per annum

Louis Taylor & Sons, F.A.I. in conjunction with Henry Manley & Sons Ltd will offer the above for Sale by Auction in One of Nine Lots or as may be declared at the time of sale at the Property Sale Rooms, Percy Street, Hanley, on Tuesday, 25^th October, 1949 at 3pm.

General Remarks.

(which shall be deemed to form part of the Conditions of Sale, but should any inconsistency arise, the latter shall prevail.)

Tenure – The Property is Freehold

Situation – The Estate lies between Alsager and the Potteries and is intersected by good roads, including the A.5011 arterial road. Bordering Cheshire the farmland is of excellent quality, and the market towns of Crewe, Newcastle and Sandbach are within easy reach.

Viewing – These Particulars will admit to view (except Lot 3) by permission of the respective Tenants and prospective purchasers are asked to meet the convenience of Tenants and make previous arrangements for viewing where possible. Permits to  view Lot 3 only, by appointment through the Auctioneers.

Wayleaves – Receivable by the Vendor:-

(a)    £1 per annum from the Alsager Urban District Council for Water pipeline, over Lot 1.

(b)   7/- per annum for Electric Light Poles over Lot 1

Timber – There is a wealth of Growing Timber which is included with the respective Lots.

Tenancies – The tenanted Lots are sold subject to the existing tenancies and all tenant’s rights and claims. Tenants Fixtures, Fittings, and Erections and Improvements, whether mentioned in the Particulars or not, are expressly excluded from the Sale. A list of tenants fixtures, fittings and erections may be inspected on application.

Possession – Possession of Lots 3, 4 and 9 will be given upon completion.

Lotting – The Estate will first be offered as a Whole and if not sold, then as catalogued or in such other manner as may be decided upon at the time of Sale.

Summary of Lots

Lot No.                                   Acreage

1. The Oak Farm                                                                         182.172
2. AccommodationLand(including pt. Alsager Golf Course)         40.732
3. Linley Wood (Mansion House)                                                 10.316          
4. Swallowmoor Wood                                                                 20.803
5. The Home Farm                                                                       83.636
6. AccommodationLandat Linley                                                  15.764
7. Linley Cottages                                                                           0.230
8. AccommodationLandat Talke                                                     7.988 estimated
9. Allotment Garden                                                                       0.521

Total Area                                                                                           362.162

Lots 1

(Coloured Brown on Plan)

One mile from Alsager

The Highly Productive Mixed Husbandry Farm

On the Cheshire-North Staffordshire Borders known as

Oak Farm, Alsager

This Lot is let to Mr.E.J. Morris with Lot 2 on a Lady Day Tenancy. The apportioned rent of this Lot is £302.2s 0d. per annum.

Area

182 Acres, 0 Roods 27 perches

Or thereabouts, and comprises

A commodious residence built of brick and tile and slated roof and fronted by a well kept lawn and flower borders.

The Accommodation comprises – Porch, Parlour with well grate and China Closet; Dining Room; “Snug” with tiled floor and modern tiled grate; Main and Secondary Staircases to Landing off which are 3 Bedrooms and Store Room; On the Second Floor are two large Bedrooms; Kitchen with red tiled Floor; Scullery; Larder; Press House and Store Room; Good Cellar; Blue paved House-yard; Brick and tiled Wash House and Vessel Shed; Earth Closet; Small Garden

Mains water supply (by meter) Rateable Value £30

Extensive Farm Buildings are arranged in three Main Ranges.

No.1 Range Brick built with asbestos and tiled roof comprises:-Cart House; 2 Stall and 4 Stall Stables; Loose Box and Mixing House with Lofts over all.

No.2 Range built of brick with tiled roof forms Meal Store; Shippon for 24 Cows and a Calf Cote

No.3 Range brick built with tiled roof comprise:- Shippon with tying for 12 Cow; Fodder Bing; Shippon with Heifer tying for 6; Loose Box with Loft over all; Bull Box and Trap House. Brick and Corrugated Iron Range of Piggeries.

Stack Yard

5 Bay Dutch Barn on Wooden Supports and a 5 Bay Dutch Barn on Steel Supports.

The Land

Consists of Grass and Tillage in good heart and lies well for mechanical working, and the productivity is reflected in the harvested crops now on the Farm.

Two Good Glass Cottages, Brick built with tiled roofs and gables known as
Oak Cottages

Let with the Farm on Service Tenancies

Each Cottage contains:- Entrance Porch; Parlour; 3Bedrooms; Kitchen Pantry, Brick and tiled Wash House with Brick Built Wash Boiler and Tap, and an Earth Closet. Good Gardens.

Mains water laid on.

Schedule

No. on Plan  Description Acreage

List of acreages of each field

Tithe Redemption Annuities (estimated) £20 3s 10d

Note – This Lot is sold subject to the Right of Way A-B on the plan, and continuing over adjoining Property B-C, and thence over Lot 2 (No.548) C-D on plan is now enjoyed and this Lot is sold subject to such rights.

This Lot is sold subject to the Right of Way A-B on the Plan, and with the benefit of a Right of Way as now used over the adjoining property B-C and thence over Lot 2 (No.548 Pt.) C-D on the Plan as now used.

Lot 2

(coloured pink on plan)

A Block of Valuable Accommodation Land.

Adjoining the Main Road between Alsager and the Potteries (A.5011) now forming part of Oak Farm (Lot 1). This Lot is let to Mr. E. J. Morris with Lot 1 on a Lady Day tenancy. The apportioned rent to this Lot is £80 0s 0d.per annum.

Extending to an Area of 40 Acres 2 Roods 36 Perches or thereabouts

Mainly used for part of a 9 hole Gold Course by Alsager Gold Club, Ltd., who pay an annual Rent of £54 17s 6d to the Vendors, under an agreement which terminates on 8^th May, 1952.

The Land

Part grazing and part Arable, is interspersed with Timber Trees and the whole occupies a good elevated site, with a long Road Frontage.

Schedule

Notes – The Club House, Green and Tee Equipment are the Property of the Alsager Golf Club, Ltd and are excluded from the sale.

A Right of Way is reserved in favour of Lot 5 over Field No. 542 Pt. (Points F-G on Plan) to Field No. 541,and this Lot is sold subject to such right.

A Right of Way is reserved in favour of Lot 1 over Field no.548 Pt. (Points C-D on Plan), and this Lot is sold subject to such right.

The owner of the adjoining Property known as Long Style has the right to take water though a pipe line from a well in field No.548 Pt.

Rents described

Lot 3

(coloured blue on the plan)

The Noted and Finely Situated Detached

Country Residence

“Linley Wood,” Talke, Stoke-on-Trent

Situated on the Staffordshire-Cheshire border and occupying a very fine and enviable elevated situation with panoramic Westerly view across the Cheshire Plain.

Linley Wood, probably about 1910 by Martin 

The property which is extensive is eminently suitable for a Private Residence, Hotel, School or other institutional purposes.

The Property stands in its own grounds well protected from the North and East by an extensive wood which contains a quantity of valuable timber.

The Accommodation of the Residence comprises:-

Fine Open Entrance Hall rectangular in shape.

Drawing Room (27’4” x 19’3”0 facing West with pleasant open views. There is a blue tiled fireplace with a marble surround.

Lounge (21’4” x 15’3”) also facing West with a copper and tiled fireplace.

Spacious Dining Room (22’3” x 18’0”) by window with a single casement french window, antique iron and brass firegrate with a marble surround, tiled hearth. There is a separate door leading to the Kitchen.

Library (17’0” x 15’0”) lined with bookshelves and having a firegrate with a dutch blue tiled surround.

Cloakroom with a lavatory basin and a separate half tiled W.C.

The Upstairs Accommodation which is grouped on two floors comprises:-

The Principal Suite of one Pleasant Bedroom (19’0” x 14’6”) with Dressing  room attached.

Five Principal Bedrooms-

Bedroom 1 (23’0” x 15’4”) with a firegrate

Bedroom 2 (13’6” x 12’0”) with a firegrate

Bedroom 3 (19’9” x 12’9”) with a firegrate

Bedroom 4 (21’0” x 15’6”) with a firegrate

Bedroom 5 (16’0” x 15’6”) with a firegrate

Bathroom 1 Part tiled with usual fittings

Separate W.C. with low flushing suite.

Bathroom 2 with usual fittings and W.C.

Two additional Bedrooms with firegrates, one having a Dressing Room attached.

Useful Linen Room fitted with white enameled cupboards and shelves.

Housemaid’s Pantry fitted with sink and lead lined draining board.

Linley Wood Hall from the rear. Stoke on Trent. Stafforshire. 

The Second Floor contains:-

Landing fitted with most useful linen cupboards.

6 Secondary Bedrooms (12’6” x 12’4”) (19’0” x 14’6”) (18’5” x 13’0”) ( 18’2” x 12’9”) ( 11’0” x 7’9”).

There are also 3 Staff Bedrooms and a Boxroom on second floor level approached by a Secondary Staircase.

The Domestic Accommodation contains:-

Main Kitchen (21’9” x 16’3”) with a porcelain sink. “Aga” Cooker, “Briffault” Range, independent domestic hot water boiler, serving hatch to the diningroom, fitted cream enameled cupboards and dresser.

Servant’s Hall (19’0” x 14’3”) with a firegrate.

Butler’s Pantry with a firegrate

Scullery part tiled with a porcelain sink.

2 Large Store Pantries. Useful Storeroom.

Servants Bathroom and separate W.C. Good Cellarage

Coalhouse under cover.

Outside-

There is an Enclosed Yard which contains:-

4 Stall Stable, with loft over. Storehouse. Engine House.

Detached Brick and Tile Garage (27’0” x 23’9”) with accommodation for 3 cars.

Large Coalhouse adjoining.

Detached Brick and Tile Workshop suitable for a Laundry.

Also a pair of Semi-detached Brick and Tile Cottages each containing Parlour, Kitchen and 2 Bedrooms. One of the cottages has an additional Scullery. Both are sold with the benefit of Vacant Possession.

The Gardens.

Have the advantage of well matured trees which surround the North of the property. There is a wealth of selected trees, shrubs and azaleas. Lawns, kitchen garden, sites of two tennis courts and rose gardens, etc.

Also there are –

3 Greenhouses (18’0” x 12’0”) (11’6” x 8’0”) (24’0” x 15’6”).

A potting shed.

Included in this lot is also the extensive Wood known as

Stonecliffe Wood

Situated on the North and East sides, containing a quantity of valuable timber, Chestnut, Oak, Fir, Birch, and Holly. Also Azaleas and Rhododendrons. This Woodland is important both from the value of its timber and also the fact that it acts as a protective screen to the whole property.

Services.

Main Water Supply

Drainage to a septic tank in field No.22

Electricity by a private generating plant supplied by a Ruston Hornsby Paraffin Engine and Batteries.

Central Heating supplied by an independent Robin Hood Boiler.

Assessment Rateable Value £94 (including the two cottages at £6 each)

The whole of this lot is sold with Possession on Completion.

Schedule

No. on Plan     Description                  Acreage

18                    Residence and Garden  2.773

17                    Woodland                     3.937

149                  Woodland                     0.234

151                  Woodland                     3.372

                                                            10.316

Or 10 acres 1 rood 10 perches approximately

Tithe Redemption Annuities (estimated) 1ls. 4d. per annum

Lot 4

(Coloured green on plan)

A very Valuable Plantation and Game Covert situated on the Newcastle Road (A.5011 Linley forming the well-known,

Swallowmoor Wood (Adjoining Lot 2)

Extending to an Area of 20 acres 3 roods 8 perches or thereabouts. It contains a varied selection of Trees including Oak, Beech, Birch, etc.

Schedule

Diary of Rev. Capt. Cuthbert H. Heath-Caldwell starts here.

Saturday 29^th October 1949

Diary – The Pound House, Cattistock.

Violet and I returned from Linley Wood yesterday, Friday 28^th October . The sale took place on Tuesday at Louis Taylor’s sale room at Hanley; A fairly wet day. In the meeting in the morning Taylor insisted on keeping the reserve below £20,000 and instead to sell as a whole. The Estate was originally about 900 acres. 500 had been sold to pay Death Duties which amounted to £7,000 – Left £5,000 to buy the Pound House and the rest in legal expenses. Sum realised at sale £18,600, as Taylor was terrified we should have the hall left on our hands: and he was probably right. 18 bedrooms and a drive ¾ of a mile long.

We drove down in CAA (1937 Ford 8). Stopped for tea a Brixton Deverill and saw Mrs Jones, Vict, Mable and Walter. Dinner at the Ship, Mere. Today picked up the threads – bought another Aladdin oil radiator.

Letters – Cheque for insurance from Knight & Son.

Swallowmore account. Schedule B. (£2) Forwarded to Knight & Son

Letter from Audrey Coutts (nee Barton).

Nobbs bill.

Letter from Miss Wakefield-Richmond about Aphra Behn.

Two DAMC letters.

Odd jobs during day and a short walk.

Sunday 30^th October 1949

Fine day – Jimmy home for weekend. HC (High Church?) 8.am Cattistock.

(Jimmy – James A. Heath-Caldwell aged 19)

Walk with Jimmy round head of valley. John Atwood here for night. No eggs. Answered Audrey Barton’s (Baxtor?) letter (Coates) calling me to review a book for G.D.A. Clocks went back. 7.45pm. End of summer time.

Monday 31^st October 1949

Wrote to Peter Taylor – pension voucher to Lloyds Bank And R.B.W.

Pm. Trailer load of firewood from Galpin at Toller Porcorum

Wrote to Pat, Bartropp and Freddie.

(Pat= Patricia C.M. Heath-Caldwell – daughter aged 29)

(Freddie = Lt. Col. Frederick Dunbar Heath – 1889- 23^rd Oct 1954)

Tuesday 1^st November 1949

Frost. More furniture arrived at Lodge. Wrote to Miss Read(?)

Paid Longman’s  DAMC bill – Paraffin and hen food from Shergolds.

Thursday 3^rd November 1949

Left Maiden Newton 9.25, travelled via Bristol, arrived Crewe 4.50pm. Met by E.J. Davies, Rector of Talke.

Friday 4^th November 1949

Davies drove me up to Linley Wood. Walked around with Louis Taylor and Peter Taylor and arranged for furniture sale early 1^st week in December. Walked up again after lunch and I hope saw the poor old house for the last time.

There is no doubt that I am well rid of an expensive and uncertain ( ruinatious?) liability – but it is pathetic to compare it now with its condition 25 years ago.

Books Lent

Boswells Lift of Johnson to E.Pope – Oct 1949 – returned

Josiah Wedgwood – Jimmy – Nov 1949

Klansay(?) J of N. – general  - Nov 1949

Books to read

The Human Situation – J. Macneile Dixon

Saturday 5^th November 1949

David drove me to Crewe to catch 10.40 to Bristol. Stopped at Browns cottage to pick up Tim my mother’s ancient cat. Caught 4.25 Bristol to Maiden Newton where I arrived at 6.25. Found Jimmy here for the weekend and everything in rather a muddle.

Sunday 6^th November 1949

Missed 8(am?) celebration at Chilfrome

Remembrance Day Service.

Wrote to Davies and Peter Taylor.

Monday 7^th November 1949 – 60^th birthday.

Am. DAMC business. Also saw Besant.

Letters and two handkerchiefs from Kit.

Pm. Covering beehives, mending greenhouse. Brown and (TVZ?) Brown arrived.

Tuesday 8^th November 1949

Wrote to Jimmy about J.Wedgwood’s life. H. Poole. Carter re. apple trees and (Vict?) Paid Pearse bill 1.9.7.-

Wednesday 9^th November 1949

Violet and I to Dorchester in CAA. Saw sub-manager of Lloyds Bank and arranged for introduction to Solicitor. Major H.L.Lock of “Lock, Reed and Lock.”

Retrieved mended pipe from Lewis. Took (RD?) deeds to museum. Ordered meatmeal, biscuit meal and oatfood from James Foote; also Johnston’s Hen Tonic.
Afternoon – walk round head of valley.

Arranged to ring up sub-manager and arrange meeting with Major Lock.

Letter from HNW and acknowledgement from Taylor

Thursday 10^th November 1949

Letter from John about the wedding – DAMC receipts – forms for oculist.

Letters posted – DAMC covenant forms to Claims Branch, (Mavies Street), Llandudno.

Miss M.V. Wakefield Richmond, re Aphra Behn portrait.

Subscription to (10/-) Dorchester & District Beekeepers Association.

Letters to (Brulton Bisket?) re Violet’s will.

Friday 11^th November 1949

Warm (rod?) – Letters from Miss M.V. Wakefield Richmond and Electrics bill (paid) Restored Aphra Behn to her frame.

Ordered shirts and collars from English, Royal Opera Arcade.

Walked around to the Lodge to see about cutting down a Larch but decided to use iron posts instead for the Espalier apple. Filled paraffin radiator, paid Dowdney 25/- Went for a short walk round Castle Hill.

Saturday 12^th November 1949

Letter from Bartropp am. Walked round to see about lift at the Lodge (lift up the stair banister). Walked round garden and outbuildings with Davis. Outbuildings in a terrible state. Having been assured that the lift would be ready in the afternoon – was rung up after lunch by Davey (Davis?) to say that it wouldn’t be unless we could drive the mechanic to Bournemouth to get a spare part. Nothing for it but to postpone Mother’s installation into the Lodge till Monday. Mother and Ros went round to tea at the Lodge. Violet went to bed after tea having picked up the cold which Ros brought back from London on Tuesday. Fixed towel rail in my dressing room.

Cheque 400 and letters from Knight & Son.

Sunday 14^th November 1949

Violet in bed (cold) – (Jos?) – Cattistock 8. – acknowledged.

Cheque to H. Poole – Registration (Election(?) Form. – Cheque to Lloyds Bank. Letter WK. Dr Barnett called. £100 to RHC account. After lunch walked over Rampisham.

Evensong Cattistock. A dissertation on forgiveness.

Monday 14^th November 1949

Dual lax. BI. of herbal remedies, Gloucester. Certificate for eye testing to Nelson Wingate, Dorchester.

Ordered stakes from Norton & Stratton, 638 High Rd Tottenham, N17

After lunch Mother moved to Cattistock Lodge.

Hung Uncle Caldwell’s portrait on landing. Mended screens

Tab Pope still ill. Violet and Ros have steady colds, and her cat has caught it as well.

Tuesday 15^th November 1949

Shirt and tie from English – Paid bills – 2 gallons paraffin from Shergold.

Ordered 2 (sacks?) potatoes and load manure from Meech.

Dewdney clearing up leaves. Walked round to Lodge after tea.

Wednesday 16^th November 1949

Notice of Excess Dividend Warrant £66

A.m. Mended door of potting shed.

P.m. Fixing picture in Mother’s room at the Lodge.

Thursday 17^th November 1949

Acknowledgement from Norton & Stratton.

(Three lines crossed out

Fixed trailer back light, mainly a matter of the earth.

Fine day after yesterday’s gale and incessant rain.

Ros at Lodge doing maid – Brown and his wife left.)

Dined at Lodge. Diana and Tab both ill which was a pity.

Friday 18^th November 1949

Ros at Lodge. Things a bit hectic there.

Fine day. Letter from Jimmy which I answered.

Repairing trailer tail light

Cancel cheque £3.10. Paid Dewdney 30/- 12/6 stamps

Letter to C.E.Heath & Co 107 Leadenhall St – re Insurance and annuities.

2 Sacks potatos 22/- from Meach

Week beginning Sunday Nov. 13^th.

14^th Monday – Mother moves in to Cattistock Lodge. See blacksmith(?) about iron stakes

Tuesday 15^th

Wednesday 16^th

Thursday 17^th

Friday 18^th

Saturday 19^th November 1949

Legion Meeting, Maiden Newton 7.30pm

Pullets commenced laying yesterday.  Fixed up box in sun.

Wound clocks. Filled paraffin lamp.

Walked round head of valley. 7.30 Legion Branch Meeting at Maiden Newton. (Annual (fox meeting?)) Paid subscription 13/- for joining. The Branch is unwieldy with all these outlying villages.

Jimmy arrived for weekend.

Sunday 20^th November 1949

11c 8 Cattistock. 11.MP Maiden Newton – Thoughtful sermon from Glenock – Ecclesiastes – Vanity of Vanities – beautiful language, one sided but expresses the truth that all is vanity except the right kind of life Christ.

Monday 21^st November 1949

Hot water difficulties at the Lodge. Supper with John Mitchell.

Tuesday 22^nd November 1949

Violet, Ros and I to Dorchester – To Lloyds Bank – Jordan, sub-manager introduced us to Major Lock, Lock Reid & (Book?) Solicitors. Gave them a written memo of the Linley Wood situation. Left Violet’s Will with him. Arranged for a draft of mortgage deed to show to Mother. Lunch at J.S. 15/- Bought 1 cut of lagging compound for Lodge hot water system. 5 (lits?) and big (trowel?) and some picture hooks. Brought back miniatures. Saw Mr Lay at Crabbs re shock absorbers for CAA, arranged to ring up Lay or Mr Lipscomb next week. Wrote to H. Poole, and reply re furniture insurance Linley Wood.

Wednesday 23^rd November 1949

Spent a lovely morning doing lagging on hot water cylinder at the Lodge. PM. Walk around Stag’s Hill and valley. After tea to Lodge. Ros to Dorchester.

Wedding Expenses

Longmans Acct

Invitation Cards 5.3.6

Mitchell, Tavs

3 cars charge(?) 42.6

Lewis 200 chicken 1.16.6

Cigarettes 1.

Fees 1.

Tips 1.

Humphries of Dorchester 19.18.6

Pearce ( transfer?) 5.

Thursday 24^th November 1949

Letters – Thurman’s bill – Officers Pension – Carters re apple tree. Receipt for 10/- from D. beekeeper assoc.

Telephoned Pearce re (Farnicit?)

Letters written.

Thurman – Fig bill £62.  Herbal remedies 1/-9 pc to Carter re cooking apples.

Ans. Load of firewood from Galpin – in conversation discovered he delivers 3 ½ tons for 4. Got in coals. Unloaded trailer and fed chickens after lunch.

Called cheque £3. Pd 2/-6 firewood, 4/- for (…ting pods?) and two 60 watt lamps. (spare) 2 gallons paraffin from Shergold.
Telephoned Pearce, ordered Phuenacite(?)

Lodge after tea.

Friday 25^th November 1949

Am. Posted letters – letter from Hancock re car.

Took Wendy for walk. Tea at Lodge.

Staffordshire Sentinel
Friday 25 November 1949

Under instructions from the Personal Representatives of the late Major-General F.C. Heath-Caldwell C.B. 

LINLEY WOOD, TALKE, (STOKE-ON-TRENT) (4 miles from Newcastle)
IMPORTANT SALE OF SURPLUS ANTIQUE AND MODERN HOUSEHOLD FURNITURE, CARPETS, PICTURES, CHINA, GLASS, BOOKS etc., briefly comprising;-

A very fine Queen Anne Walnut and Marquetry Escritoire with interior fittings. 
A 7 ft Carolean Settee in tapestry. 

Chippendale Mahogany "D" end Dining Table extending 13 ft., 

Other antique mahongany Chippendale period articles including 6ft. Tallboy, Queen Anne Walnut Lowboy, wing armchair, 3ft serpentine front side table. 6ft settee with loose upholstery, 2 commodes with tambour fronts. toilet mirrors., attractive bow-front wall cabinet, tallboy chest on stand and many attractive small Chippendale tables, stands, whatnots, boxes, &c., a pair of fine serpentine front inlaid knife boxes with silver mounts, handsome French ormolu bracket clock, a Regency folding card table, pair hansomely carved Chippendale style arm carving chairs; a fine chandelier in moulded glass with 6 lights and pear-shaped droppers (hanging 43ins), 5 Regency dining chairs; pair French gild occasional armchairs  in petit point, oak blanket chest, 6 Cromwellian style oak dining chairs, large walnut book-case, oak pedestal writing desk, Chippendale mahogany bookcase with lattice doors, various chests of drawers, mahogany, gent's wardrobe, 4ft and 6ft wardrobes, oak and mahogany chairs, easy chairs, odd settees, screens, toilet and side tables, large walnut bookcase, pianoforte by Dyson and Sons, carved frame and other mirrors, 2 large pier glasses.

A quantity of interesting antique oil paintings and prints. A Library of early books (many leather bound) on history, travels etc.

General bedroom and kitchen furniture, ornamental and useful china  and glass, small quantity of outside effects, &c.

Louis Taylor and Sons, F.A.I., will conduct the above SALE on the premises on THURSDAY. DEC 8th. 1949 sale to commence at 11 o'clock prompt.

On view Tuesday prior to sale December 6th, 10.30 am to 4.00pm.
Catalogues on application 6d each. 

Refreshments available on the day of the sale only.

Auctioneer's Offices, Percy St, Hanley (Tel 2373-4) or at Hill St, Stoke and High St, Congleton. 

Saturday 26^th November 1949

Wrote Hancock and Mrs Jones. Letters from NAHC re grant. Paid J. Lutrode(?)  5/- for manure.

Monday 28^th November 1949

Left Maiden Newton 10.58 for Stoke on Trent via Wolverhampton. Arrived 7.pm. Stayed N. Staff Hotel. Left at 9.am Tuesday. (in River?) Called on Colsons at Warminster, arrived Riversdale 5pm. Next day visited Mabel, then (Wimples?), Tansend(?), and Miles.

Left Riversdale after tea. Called on Stent(?), arrived home 7pm. Wednesday 30^th.

Thursday 1^st December 1949

Feeling very tired. Ros went off to London. Barrett brought back Mrs (Mr?) Caldwell’s picture having made a good job of it. Wrote to Nora Jones (bob?) letter.

Friday 2^nd December 1949 (a)

Took Wendy for walk. Visited Lodge, filled paraffin lamps. Telephoned Crabb and arranged to take CAA for shock absorbers on Monday.

Did monthly DAHC payment. Wrote to Peter Taylor, 2 letters

Wrote to Mr Hancock re (Rover? Porch?)

Saturday 3^rd December 1949

Result of enquiry re Life Insurance and Annuity from C.E. Heath & Co. Decided to do nothing about Life Insurance at present.

Made out list of chrysanthemums.

Wound clocks.

PC to Norton & Stratten, 656 High Road, Tottenham N.17 re delay in fencing standards. Lloyds Bank, insurance on hall. £5 to Pat.

 Paid James Foote £3 – chicken food. 14/8 to Dennis Baldwin, Longcroft Nurseries, Laycock, (Keiphs?), Yorks for Chrysanthemums.

Sunday 4^th December 1949

HC. Chilfrome. Owing to Deane’s loss of voice read lessons and liturgy at MP at Cattistock. After Church tackled by a worried lady. Took Wendy for a walk pm. Visited John Mitchell, ordered 4 doz champagne for wedding. Visited Westmacott to enquire after A.W.s accident. Read Evensong at Cattistock.

Monday 5^th December 1949

Took CAA to Crabb to have shock absorbers fitted. Also (grand?) Bought gloves and a new pipe. There by bicycle. Lagging hotwater system at Lodge pm.

Paid Gould 10.9.8.

Tuesday 6^th December 1949

Bankers Order for £11.10 Insurance on Pound House. Letter re £15 airmail transfer to Pat(In Australia?) Letter from Kit. NAGC covenant from Frank(?) Financial Security. NAGC and HC 32 Devonshire Street, W1.

Cashed cheque £6 (£4to V). Bicycled to Dorchester. Attended DAHC meeting, Colyten Street. Returned CAA with new shock absorbers and hubcaps. (grand?) Brought back Miss Foster.

Wednesday 7^th December 1949

Letter from Peter Taylor re mirror. Bill for expenses £822. Violet decided not to go to Linley Wood for sale. P.M. walk with R.Hearing(?), afterwards tea with them. Visited Lodge. Mother, Ros, Violet and Diana to Dorchester.in (Rover?)

Developed sudden cold.

Thursday 8^th December 1949

Letter forwarded by Miss Bent(?) from (Turkey?) Appeals organiser.

NAGC & MC 30-32 Devonshire Street asked to be informed when  Bankers Order for 1 Guinea from Lady Keane, Bagley, Gillingham is received by in in Bank  –

Returned Louis Taylor’s acct to Knight & Son.

Saturday 10^th December 1949

Local(?) to bed with heavy cold on Thursday and stayed in bed Friday.

Got up after breakfast this morning. – (Locating this?) cold.

Wrote to Peter Taylor re Linley Wood furniture sale. (gros takings £1,028)

Wrote to C.E. Heath & Co re Insurance and Annuity

Wrote to Pat (Patricia Heath-Caldwell in Australia?) P.C. to Midland re DAMC account.

Monday 12^th December 1949

Sharp Frost during night (about 10º by Greenhouse register)

Managed to get up earlier than usual, feed chickens etc.

3 eggs from pullets, 1 from others. 3 gallons petrol in C.A.A. (Sept Coupons)

Ordered 5 cut boiler nuts from Pearse.

To Galpins mills at Toller Porcorum for a trailer load of firewood. Order Country Life.

Most of afternoon unloading trailer – chopped some sticks.

CAA’s battery on trickle charger.

Filled paraffin radiators. (3 gallons from Shergold)

Listened to Our Town by Thornton Wilder (Wisder)

Read some V. Hugel (E &A) Responsibility in Pn Belief.

Weather turned warmer.

Letter from E.J. Davies. (E.T. Davies?) Ordered book from County Library. ‘The Human Situation’ McNab Dixon.

Got to Vol VI. DoY.

Bought 1 stick sealing wax.

Appeals

Bps Coll. Cheshunt – Treasurer. Rev. E. Lowman, the Vicarage, Bray, Berkshire.

Tuesday 13^th December 1949

Wrote to E. J. Davies – Dewdney dug up four hyacinth bulbs (that?) uncovered about Dec 23^rd. MP. Scraped some bee frames. Bought toothpaste.

Took bowls round to the Lodge after lunch and took Wendy for a walk round Valley West to East returning via Wallis.

After tea saw Besant and gave him application forms for (Mexican??) membership.

E. Pope stayed the night.

Wednesday 14^th December 1949

Schedule A on Pound House. 12.7.6 – on assessment 27.10

Collector of Taxes, Dorchester. (9/- in £)

County Library – ‘Human Situation’ ordered from SW Region library.

M.P. Cut and fixed pane of glass window in Jimmy’s room.

Scraped window sill, treated with putty and paint.

Dug up two hyacinth bulbs – 1 pale pink, 1 blue. Transferred to greenhouse, filled up radiators.

Violet, Danny and Tab spent day in Dorchester.

Unofficial strike, London power station.

Thursday 15^th December 1949

Jimmy arrived last night from Greenwich 9.40 train.

Land Tax on Pound House 17/7

Dug out remaining hyacinth. Fed and cleaned out chickens.

1 pullets egg. Cleaned some bee frames.

Car battery on charge from 9pm last night.

Short walk before tea, early sunset. Mother spoke about Blockleys bill fro August. £5 and £5 unaccounted for: advised her either to pay it or write to Bowles.

Friday 16^th December 1949

Warm and wet. Letter from F & E Stoneham re American Review Standard Version – Posted gloves to Kit. Reg No.728 cashed cheque. Bms £5 Bought 3. N.H. Stamps (4/-8) Bicycled Maiden Newton. Got bacon from Weston(?) and steak from Ham. Ever ready battery from Gould. Ordered Spectacles from Nobbs. List of M.N. Church services.

Bought bell pads and staples(?) from Diana. New battery for every ready.

Posted National Insurance Card. D. Pink from 5 July 1948 – 4 Dec 1949

2B/64/43/72/D – to Ministry of National Insurance

61 High West Street.

Dorchester.

PC. To A. Everall, Hon Sec BL. From Vauchusals.

Accepting dinner for January 28^th 7pm.

5 cwt large boiler nobs from Pearse.

Jimmy and Rosalind at Cattistock Lodge. Diane HC to Tabb on the (boat, bus?) in Yeovil.

After lunch took Wendy for a walk, up to top of Wallis, along the Maiden Newton road, down by the other road over Stagg Hill. Very pleasant up there in the mist.

Letter to F & E Stoneham, 79 Cheapside re American Review Standard Version

Ordered 2lb shallow foundation 1.14.11

Robert Garsten Ltd. 215 Vauxhall Bridge Rd, for (orsalls?)

Saturday 17^th December 1949

South westerly gale. Violets birth certificate from Armagh for annuity purposes, with po for 1/-1 returned. (basket with C.E. Heath correspondence.)

The Human Situation by MacNeile Dixon (Edward Arnard & Co Gilford Lectures 1935-37)

From Winchester Public Library. Due for return 16^th January.

Fed Chickens.
Filled paraffin radiator and greenhouse heater. Cashed P/O 1/- ½ stamp and 2/-6 book.

Electrolux bookshelves in study. Fed hens. Eggs 2 pullets – 1 other.

Hope Hunt arrived.

Sunday 18^th December 1949 – 4^th Sunday in Advent

HC Cattistock 8 – the whole party attended.

Hopes left

Unite (Uncle?)  and Joyce Giblin.

Monday 19^th December 1949

Ros went off to Bournemouth to get her hair done.

Three Linley Wood conveyances from Knight & Son, signed and returning by Registered post. Cheque for £12. Tithe Redcapes, Linley Wood signed and returned to Knight & Son. Letter to H.Poole and P. Taylor re date of furniture removed from Linley Wood. (9^th Dec)

Seed catalogue from Carter.

Mended kettle.

After lunch to Dorchester in CAA with Violet and Jimmy.

Took ½ duty licence for CAA (1950) 5. Visited Bavell’s accepted £8 for mourning rings.

Bought 200 cigarettes (Churchman No.1) from Lew’s for the wedding: (18/.6 – 100). Bought copy of Keat’s poems (world classic edition) 4/-. Also Ry guide Southern region 1/-

After tea filled paraffin lamps.

Tuesday 20^th December 1949

Scarf and letters from Kit. Dewdney killed Violets cockerel.

Paid Schedule A on Pound House. 12.7.6

Paid Land Tax on Pound House – 17.7.-

Ordered two copies for Xtian (Christian) (Trachets?) from Basil Blackwood, one for Bartropp, one for self. – 2.

After lunch to the Lodge, took Wendy for a walk, up Wallis’s to Maiden Newton, Yeovil Road, as far as Perry’s gravel pit, down the turning to Frame St Quintin and back by Chalmington 2.30 – 4.30, a lovely afternoon.

Wednesday 21^st December 1949

A fussy day – John Atwood arrived last night and stayed at the rectory thank goodness. (In? Jim?) and Ros took CAA into Dorchester (Cut?) the parcel with Tabs dress for the wedding. Spent most of my spare time messing about with the oil radiators, which I filled.

Thursday 22^nd December 1949

Rosamond wedding to John Atwood. Deane preformed the ceremony and did it very nicely. About 100 guests. They departed to catch the train to Yeovil junction and Ros ran true to form, by leaving her suitcase behind.

Paid Dewdney 30/-

Friday 23^rd December 1949

Receipt of schedule A and Land Tax on Pound House.

Form Income Tax repayment from 502 / 12052 of 17^th Dec.

From Chief Inspector of Taxes. DCB, Littlewoods Building, Edge Lane, Liverpool

Bill for £1.11.11 from Thurmans. (£1.1.3 for lagging at the Lodge)

Form completed.

After lunch trailer to Maiden Newton. 7 gallons pink paraffin and 1 bottle methylated spirits fro Gould. Brought back one can.

Champagne from Lodge to return to Yeovil. Tea at Lodge.

Filled paraffin lamps.

Bought 4 pencils.

Saturday 24^th December 1949

Am – walked to Chalmington gardens and bought a cyclamen (12/6) as a Xmas present for Grandma. Diana and Tab to Yeovil. Violet on guard at the Lodge.

After tea did up honey (4 pots) and Xmas presents. Gloves for Violet. £2 cash for D and J. (Diana HC and James HC)

Monday 25^th December 1949

A quiet Christmas. Took 11.40 celebrations. Mother came to lunch and we dined at the Lodge.

Wrote to Nelson Ward, Miss Smythe, Driscoll and Tamos(?) (Turner?)

Filled Parafin lamps. Cut some wood labels, prepared bed for sweet peas.

Wrote to Mrs Thomas, Mrs Curtis, Miss Taylor, Miss Nobbs, Bartropp.

Tuesday 26^th December 1949

After lunch waked through Chilfrome along lane to Crewkern road, writesheet hill and back round Western side of the valley. 2 hours, lovely afternoon, very mild. After tea to Lodge.

Jimmy went off after lunch on his motorbike to spend the night with the Colsons at Warminster.

Wednesday 27^th December 1949

Palmer began work on dining room door. Two trips to Galpins in CAA to get oak for the door and a load of fire wood.
Jimmy came back from Warminster.

Letter from Aunt Flo.

Two sacks potatoes from Meech 22/-

Began reading ‘The Big Fisherman’ by Lloyd Douglas.

Long conversation with Galpin.

“God is best served by him who commits himself in freedom to things and persons here below; never idolising them because they are so much less than God yet holding them very dear because God is to be found in and through them.”

Thursday 29^th December 1949

Walk with Jimmy – mended Electrolux, mended chair springs.

Friday 30^th December 1949

Paid Humphries of Dorchester 19.18.6 (Wedding) Palmer finished door between dining room and kitchen. Saved box onions (Jimmy keeping) Weeding remaining path. Cashed cheque £3. Paid Dewdney 30/- ½ crown looking

Stamps – posted order for 2/-9 (Taylors)

Doing seed list.

Light Sussex hen sick – New Maid arrived at the Lodge.

Saturday 31^st December 1949

Spent most of the forenoon helping Palmer to fix (dodisc ply?) in dining room. Took cabinet to Lodge after lunch.

Decided about bath –

Gave sick hen some codliver oil. Paid Persian (Voucher?) and letter to Aunt Flo.

Completed seed list. 3.3.1.